Improved car-brake



W. E. WILCOX.

GAR BRAKE.

No. 52,501. Patented Feb. 6, 1866'.

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UNITED STATES PATENT OFFICE.

W. E. WILOOX, OF OLEVELAND,OH10, ASSIGNOR TO HIMSELF 'AND LUTHER MOSES, OF SAM-E PLACE.

tMPROVED CAR-BRAKE.

. Specification forming'part of Letters Patent No. 52,501, dated February 6, 1866.

To all whom it may concern:

Be it known that I, W. E.WILO0X, of Cleveland, Ouyahoga county, State of Ohio, have invented new and useful Improvements in Car- Brakes; and I do hereby declare the following herein specified; also, the friction-wheels,

when placed between or on either side of the car-wheels as acar-brake. Figure 1 represents a top tiew' of the railway-trucks with the brake devices. Fig. 2 represents a longitudinal section, through the line A of'Fig. 1, as aside view; Fig. 3, the hose-coupling.

B represents the frame of the car-trucks; O, the railway; D, the bottom of a car; E, the car-wheels;I*, the steam-pipe, extending along the bottom of a car the whole length of the car and the steam-cylinder G, located at the center, the steam entering the cylinder at I and operating the piston-J, that draws the levers K'that' are attached to the brake-frame L. The brake-frameL is suspended to curved side pieces, M, that operate on pivots attached to the truck-frame B. These side'pieces, M, are of bar-iron curved at the top, that their lower ends may hang inclined to .the carwhe'els E, but prevented by the springs T from coming in contact with the wheels E untilt-he brake is applied. The lower ends of side pieces or brake-levers M have a friction-roller, N,that brakes the car-wheel at the same time that it attaches itself to the rail 0, the .rev-

olution of the car-wheel revolving the roller in one direction, while the roller coming imcontact with the rail is driven 1n an opposite direction, the curved ends of the brake-levers M having a tendency to lower the frictionrollers N till brought in contact with the rail G by the operation of the lever K and piston J, and'thus the friction-rollers N, become a complete brake, instantly acted on by the application of steam to the cylinder.

In descendifiggrades the locomotive. opens her steam-cocks to exhaust steam. That steam canv be advantageously applied to my improved brake.

In connecting the cars to make up the train, and that my steam-pipe F may correspond with the motion of the cars, I use an elastic hose, with a coupling, P, to correspond, so that the car can easily and quickly be coupled at either end, (as the usual male and female screw of hose-couplii'igs would not answer but.

one end of a car.) I have a double brass plate, I, with a short tube, Q, on each, so that the tubes meet at their smooth faces, and the corners of the plates P are screwed together. by hinged and nut-ted screws It. I have a third plate, S, that is without the tube Q, so that the hind-car coupling'is closed by screwing the solid plate S against the tube Q, closing' the aperture tightly and preventing, the steam froin'esoapingat the rear of the train.

I do not claim a double-acting steam-cylinder with its pistons, as heretofore used with a carbrake; but

What I do claim is- 1. The arrangement of asteam-cylinder with the hose-couplings and friction-wheels, when arranged and combined in the manner herein specified, and'for the purposes set forth.

2. The construction of thehose-couplings, when arranged and combined with car brakes operated by steam as herein described, and for the purposes set forth.

3. The friction-wheels, to be placed between or on either side of the ear-wheels, as herein described, and for the purposes set forth.

I -W; E. WILCOX.

Witnesses:

J. FRANKLIN REIGART, EDM. F..BROWN. 

